Switch.



L. B. WILSON.

SWITCH.

APPLICATION FILED MAR. 5, 1912. 1 071 98Q Patented Sept. 2, 1913.

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SWITCH.

APPLICATION TILED MAR. 6, 1912. 1,071,980.

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Patented Sept. 2, 1913.

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LEONARD B. WILSON, OF QTTER CREEK, FLORIDA.

SWITCH.

Specification of Letters Patent.

Patented Sept. 2, 11913.

Application filed. March 5, 1912. Serial No. 681,746.

To all whom, it may concern Be it known that I, LEONARD B. VVrnsoN, a citizen of the United States, residing at Otter Creek, in the county of Levy and State of Florida, have invented new and useful Improvements in Switches, of which the following is a specification.

The invention relates to switches, and has for its primary object to provide a switch, in which there is arranged a crossover between the main and side tracks, tilius eliminating the necessity of cutting into the rails of the main track, thereby obviating derailment of the train when traveling on the main track, or leaving the same and entering the side track.

Another object of the invention is the provision of a switch interposed between the main and side tracks, the same being so constructed as to obviate alteration of the main track, and that will overcome the necessity of the use of guard rails, or the employment of a frog, thus minimizing the possibility of wrecks or train when entering a siding or traveling on the main line.

A further object of the invention is the provision of a switch which is simple in construction, strong, durable, reliable and eflicient in its purpose, and inexpensive in manufacture.

lVith these and other objects in view, the invention consists in the construction, combination and arrangement of parts, as will be hereinafter more fully described, illustrated in the accompanying drawings, and pointed out in the claims hereunto appended.

In the drawings: Figure 1 is a fragmentary top plan view of the main track and branch or side line, showing the switch constructed in accordance with the invention mounted therein, the switch being shown closed. Fig. 2 is a similar View, showing the switch open. Fig. 3 is a sectional view on the line 3-3 of Fig. 2 with the guard rail not shown. Fig. 4 is a further transverse sectional view with the guard rail not shown. Fig. 5 is a fragmentary horizontal sectional view through one of the switch rails and the siding rail, showing in detail the connection therebetween. Fig. 6 is a fragmentary top plan view.

Similar reference characters indicate corresponding parts throughout the several views of the drawings.

Referring to the drawings by numerals, 5

the derailment of a and (S designate the inner and outer rails, respectively, of the main track, and 7 and 8 the inner and outer rails, respectively, of the side track, the said side track being adapted for communication with the main track by means of ordinary switch points i) which may be operated in any suitable manner. The inner rail 7 of the side track is cut to provide a gap 10, at the point of intersection of the inner rail 5 of the main t 'ack, and through this gap extends the said inner rail, as shown. The rails of the main and side tracks are supported upon cross ties 11, and interposed between the inner rails 5 and 7 of the main and side tracks, respectively, and the ties 11 is a metallic base plate 12, the latter being spiked or otherwise fastened, at 13, to the said ties, and it is adapted to extend beyond the length of the gap in the inner rail of the side track.

The plate 12 is formed with raised portions 14,011 which rests the inner rail 7 of the side track, so that the ball thereof will be elevated above the hall of the inner rail 5 of the main track, and located within the gap 10 in the said inner rail 7 are movable switch rails 15, the web portion of each, at the end adjacent to the inner rail 7 of the side track, being provided with rounded vertical ribs 16 which are engaged by outwardly bowed jaws 17 of clamping plates 18, which latter are bolted or otherwise secured to the inner rail 7 at the end thereof adjacent to the switch rails, thereby pivotally connecting the latter to the same. The opposite ends of the switch rails have their web portions angularly oil'sct, at 19, to form double ends 20, the beveled surfaces of the said ends 20 merging into the base flanges of the said switch ails, so that the ads, when shifted toward each other, will abut against the inner rail 5 of the main track, whereby the balls 21 thereof will overlie the ball of the inner rail 5 of the main track, the switch rails being thrown to open or closed position, in a manner presently described.

Fixed to the augularly oil'sct ends of the switch rails 15 are L-shaped brackets 22, the same being formed with depending lugs 23 working in guide slots 24 formed in the base plate 12, and to one of these brackets and its lug is connected the loop end 25) of a throw rod 26, while connected to the other bracket and its lug is the forked end 27 of a throw rod 28, the opposite ends of the means of pivots 29 to a double bell-crank lever 30, pivoted at 31 to a supporting plate 32 mounted upon the cross ties 11 and fixed thereto in any suitable manner.

Pivot-ally connected to the long arm 33 of the double bell crank lever 30 is an operating rod 34 which is connected to operating mechanism of any approved type, and adapted to be supported in a switch stand (not shown).

' It will be seen that when it is desired to have a train enter the side track, it will be 1 necessary to shift the switch rails 15, so

that the tread or ball portions thereof will overlie the inner rail and aline with each other, so as to providea cross-over between the main and side tracks, thus permitting the train to pass from the main track onto the side track. When the switch rails are thrown to open position, the train may continue its travel over the main line, without any interference by the said switch rails. The outer rail 8 of the side track has mounted, adjacent thereto, a guard rail which is spiked or otherwise fastened to the cross ties in parallel relation to and on the inner side of said rail, as shown.

From the foregoing, taken in connection with the accompanying drawings, it is thought that the construction and operafor overlapping one of the rails of the main track, vertically disposed cylindrical shaped enlargements formed on the rail sections, clamping plates fixed to one rail of the side track and engaging the cylindrical shaped enlargement on the switch rail sect-ion,

whereby the said rail sections can be swung into and out of alinement with each other, substantially L-shaped brackets fixed to the switch rail sections near the free ends thereof, depending lugs integrally formed on the said brackets, a sup-porting base for the said switch rail sections and having guide slots receiving the said lugs and throw rods each having double limbs pivotally connected to the lug of each bracket and adapted to straddle the said base.

In testimony whereof I afiix my signature in presence of two witnesses.

LEONARD B. WILSON. lVitnesses:

FLORA A. HARwIoK,

WM. H. HARWICK.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

